WO1994010013A1 - Drive-slip control system - Google Patents

Drive-slip control system Download PDF

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Publication number
WO1994010013A1
WO1994010013A1 PCT/DE1993/000965 DE9300965W WO9410013A1 WO 1994010013 A1 WO1994010013 A1 WO 1994010013A1 DE 9300965 W DE9300965 W DE 9300965W WO 9410013 A1 WO9410013 A1 WO 9410013A1
Authority
WO
WIPO (PCT)
Prior art keywords
torque
control system
braking torque
traction control
braking
Prior art date
Application number
PCT/DE1993/000965
Other languages
German (de)
French (fr)
Inventor
Johannes Schmitt
Ralf Donath
Original Assignee
Robert Bosch Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Priority to EP93921815A priority Critical patent/EP0617678B1/en
Priority to JP51053394A priority patent/JP3416133B2/en
Priority to US08/256,188 priority patent/US5573315A/en
Priority to DE59301337T priority patent/DE59301337D1/en
Publication of WO1994010013A1 publication Critical patent/WO1994010013A1/en

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K28/00—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
    • B60K28/10—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle 
    • B60K28/16—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle  responsive to, or preventing, skidding of wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/175—Brake regulation specially adapted to prevent excessive wheel spin during vehicle acceleration, e.g. for traction control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/20—ASR control systems
    • B60T2270/206—Monitoring, e.g. parameter monitoring, plausibility check

Definitions

  • Anti-skid control systems with the features of the preamble of claim 1 are e.g. known from DE-Al 36 34 240.
  • the drive-proportional brake pressure curve achieved by the invention avoids a slip-related excessive brake pressure, which can stall the engine.
  • it is possible to dispense with influencing the engine torque.
  • speed sensors assigned to the non-driven wheels of a vehicle are denoted by 1 and 2, and sensors 3 and 4 assigned to the driven wheels.
  • a control unit 5 generates from the signals of the sensors 1 to 4 when there is a tendency to spin of the driven wheels brake pressure control signals that are supplied to the wheel brakes of the driven wheels associated intake valves 6 and 8 and exhaust valves 7 and 9. If no valve is actuated, the pressure is kept constant, an inlet valve 6 or 8 is actuated, a pressure source is connected to a wheel brake, an inlet and an outlet valve are actuated, pressure is reduced at the wheel brake.
  • arithmetic circuits 10a and 10b the braking torques M for the two wheels are determined from a vehicle-specific constant K and the determined numbers of pressure build-up and reduction pulses P (corresponding to DE 41 23 783 AI).
  • a computing circuit 11 determines the drive torque M from the variables of engine speed, gear ratio, throttle valve angle and mass delivery rate.
  • A means effective area, r effective radius, P pressure, w
  • Br max which does not allow any braking torque at the idling speed and which allows the braking torque to increase as the driving torque increases.
  • the maximum brake pressure is only reached when the drive torque is required for starting on a determined incline or with a corresponding acceleration. This maximum
  • K and K are constant; K has a value that corresponds to a drive torque typical on ASR gradients, which is intended to ensure that there is more drive torque than braking torque (e.g. 200) and assumes a different value in select-high operation (limited-slip differential function); K determines the degree of brake pressure increase and is selected gear and engine specific and is e.g. 5th
  • the engine torque can be increased. This is indicated by an actuator 21 with an upstream OR gate 22. You can e.g. with select-high only increase the engine torque and with select low limit the braking torque.
  • Links 12a and 12b may contain a timer which lowers the permissible M "after a period of time in order to protect the brake against Brmax. It is also possible to calculate M one
  • Brmax weighting factor which derives from the ratio of the two control deviations BRA (left / right) calculated as follows:

Abstract

Described is a drive-slip control system which actuates the brakes when the wheels spin. A maximum brake torque, dependent on the drive torque, is defined in order to avoid the engine being stalled by operation of the anti-slip control system.

Description

Antriebsschlupfrege1systemTraction control system
Stand der TechnikState of the art
Antriebsschlupfregelsysteme mit den Merkmalen des Oberbegriffs des Anspruchs 1 sind z.B. aus der DE-Al 36 34 240 bekannt.Anti-skid control systems with the features of the preamble of claim 1 are e.g. known from DE-Al 36 34 240.
Vorteile der ErfindungAdvantages of the invention
Der durch die Erfindung erzielte antriebsproportionale Bremsdruck¬ verlauf vermeidet einen schlupfbezogenen überhöhten Bremsdruck, der den Motor abwürgen, kann. Bei der Anwendung der Erfindung kann ggf. auf eine Beeinflussung des Motormoments verzichtet werden.The drive-proportional brake pressure curve achieved by the invention avoids a slip-related excessive brake pressure, which can stall the engine. When using the invention, it is possible to dispense with influencing the engine torque.
FigurenbeschreibungFigure description
Anhand der Zeichnung wird ein Ausführungsbeispiel der Erfindung beschrieben. In der Figur 1 der Zeichnung sind den nicht angetrie¬ benen Rädern eines Fahrzeugs zugeordnete Geschwindigkeitssensoren mit 1 und 2, den angetriebenen Rädern zugeordneten Sensoren mit 3 und 4 bezeichnet. Ein Steuergerät 5 erzeugt aus den Signalen der Sensoren 1 bis 4 bei Durchdrehneigung der angetriebenen Räder Bremsdrucksteuersignale, die den Radbremsen der angetriebenen Räder zugeordneten Einlaßventilen 6 und 8 und Auslaßventilen 7 und 9 zugeführt werden. Ist kein Ventil ange¬ steuert, wird der Druck konstant gehalten, wird ein Einlaßventil 6 oder 8 angesteuert, wird eine Druckquelle an eine Radbremse ange¬ schaltet, werden ein Einlaß- und ein Auslaßventil angesteuert er¬ folgt Druckabbau an der Radbremse.An embodiment of the invention is described with reference to the drawing. In FIG. 1 of the drawing, speed sensors assigned to the non-driven wheels of a vehicle are denoted by 1 and 2, and sensors 3 and 4 assigned to the driven wheels. A control unit 5 generates from the signals of the sensors 1 to 4 when there is a tendency to spin of the driven wheels brake pressure control signals that are supplied to the wheel brakes of the driven wheels associated intake valves 6 and 8 and exhaust valves 7 and 9. If no valve is actuated, the pressure is kept constant, an inlet valve 6 or 8 is actuated, a pressure source is connected to a wheel brake, an inlet and an outlet valve are actuated, pressure is reduced at the wheel brake.
Um zu vermeiden, daß ein zu hoher Bremsdruck eingesteuert wird und der Motor durch die Antriebsschlupfregelung abgewürgt wird, wird die jetzt zu beschreibende Anordnung vorgesehen. In Rechenschaltungen 10a und 10b werden aus einer fahrzeugspezifischen Konstanten K und den ermittelten Anzahlen von Druckauf- und Abbaupulsen P die Bremsmomente M für die beiden Räder ermittelt (entsprechend DE 41 23 783 AI). Entsprechend ermittelt eine Rechenschaltung 11 aus den Größen Motordrehzahl, Getriebeübersetzung, Drosselklappenwinkel bzw. Massenliefergrad das Antriebsmoment M .In order to avoid that the brake pressure is too high and the engine is stalled by the traction control system, the arrangement to be described now is provided. In arithmetic circuits 10a and 10b, the braking torques M for the two wheels are determined from a vehicle-specific constant K and the determined numbers of pressure build-up and reduction pulses P (corresponding to DE 41 23 783 AI). Correspondingly, a computing circuit 11 determines the drive torque M from the variables of engine speed, gear ratio, throttle valve angle and mass delivery rate.
Die entsprechenden Beziehungen lautenThe corresponding relationships are
M ^ ermittelt aus einem Kennfeld otM ^ determined from a map ot
M, = M x i x ι ) ( x wM, = M x i x ι) (x w
A mot ges gesA mot total
M_M_
Br P x A x r P x k wBr P x A x r P x k w
Hiermit bedeuten A wirksame Fläche, r wirksamer Radius, P Druck, wA means effective area, r effective radius, P pressure, w
(-1 Trägheitsmoment des Antriebsstranges, w' Winkelbeschleuni¬ gung, )~ Wirkungsgrad (z.B. 0,8).(-1 moment of inertia of the drive train, w 'angular acceleration,) ~ efficiency (for example 0.8).
Das Bremsmoment darf das Antriebsmoment nicht übersteigen. Somit kann ein maximaler Bremsmomentenverlauf M„ bestimmt werden,The braking torque must not exceed the driving torque. A maximum braking torque curve M "can thus be determined
Br max der bei der Leerlaufdrehzahl kein Bremsmoment zuläßt und mit an¬ steigendem Antriebsmoment eine Erhöhung des Bremsmoments erlaubt. Der maximale Bremsdruck wird erst bei einem Antiebs oment erreicht, das zum Anfahren an einer ermittelten Steigung bzw. mit einer entsprechenden Beschleunigung benötigt wird. Dieses maximaleBr max which does not allow any braking torque at the idling speed and which allows the braking torque to increase as the driving torque increases. The maximum brake pressure is only reached when the drive torque is required for starting on a determined incline or with a corresponding acceleration. This maximum
Antriebsmoment M„ ist wie folgt definiert: Br maxDrive torque M "is defined as follows: Br max
MA M A
M„ = KM "= K
Br max 1Br max 1
K2 K 2
Hierbei sind K und K Konstante; K hat einen Wert, der einem an Steigungen ASR-typischen auftretenden Antriebsmoment entspricht der sicherstellen soll, daß mehr Antriebsmoment als Bremsmoment vorliegt (z.B. 200) und bei select-high-Betrieb einen anderen Wert annimmt (Sperrdifferentialfunktion); K bestimmt den Grad der Bremsdruckzunahme und wird gang- und motorspezifisch gewählt und ist z.B. 5.Here K and K are constant; K has a value that corresponds to a drive torque typical on ASR gradients, which is intended to ensure that there is more drive torque than braking torque (e.g. 200) and assumes a different value in select-high operation (limited-slip differential function); K determines the degree of brake pressure increase and is selected gear and engine specific and is e.g. 5th
Der oben erläuterte empirisch ermittelte Verlauf von M„ ist r Br max in Blöcken 12a und 12b gespeichert, d.h. die Blöcke 12 geben das für das jeweilige Antriebsmoment M gültige maximale BremsmomentThe empirically determined course of M "explained above is stored r Br max in blocks 12a and 12b, ie the blocks 12 give the maximum braking torque valid for the respective drive torque M.
M„ ab. In Vergleichern 13a und 13b werden die ermittelten Br maxM "ab. In comparators 13a and 13b, the determined Br max
Bremsmomente M„ mit dem maximalen Bremsmoment „ ver- Br Br max glichen und es wird ein Ausgangssignal auf einer der Leitungen 14a und 14b erzeugt, wenn M„ eines der Räder den Wert von M„Braking torques M "compared with the maximum braking torque" Br Br max and an output signal is generated on one of the lines 14a and 14b if M "one of the wheels has the value of M"
- Br Br max erreicht. Damit wird das entsprechende Und-Gatter 15 gesperrt und der erreichte Druck wird gehalten.- Br Br max reached. The corresponding AND gate 15 is thus blocked and the pressure reached is maintained.
Überschreitet das Bremsmoment M„ das maximale Bremsmoment, weilIf the braking torque M "exceeds the maximum braking torque because
Br z.B. M kleiner wird, so wird zusätzlich ein Signal auf einer Br max der Leitungen 16a oder 16b erzeugt, das über Oder-Gatter 17 das entsprechende Auslaßventil 7 oder 9 ansteuert und damit Druck ab¬ baut. Da mit dem Ausgangssignal auf Leitung 16a oder 16b auch der Block 12a oder 12b angesteuert wird, der dann ein AusgangssignalBr, for example, M becomes smaller, a signal is additionally generated on a Br max of the lines 16a or 16b, which controls the corresponding outlet valve 7 or 9 via OR gate 17 and thus reduces pressure. Since with the output signal on line 16a or 16b Block 12a or 12b is driven, which is then an output signal
M„ - K„ erzeugt, wird Druck über die Grenze „ Br max 3 Br max hinaus entsprechend der Wahl der Konstanten K abgebaut. Die Konstante K erzeugt also eine Hysterese und vermindert Schwingun¬ gen und Pendelschaltungen (z.B. 2). Mit Erreichen des WertsM "- K" generated, pressure is reduced beyond the limit "Br max 3 Br max according to the choice of the constant K. The constant K thus generates a hysteresis and reduces vibrations and oscillating circuits (e.g. 2). When the value is reached
M- - K„ kann dann vom Steuergerät 5 her wieder Druckaufbau or max 3 bewirkt werden.M- - K „can then be caused by the control device 5 again to build up pressure or max 3.
Die bis jetzt beschriebene Regelung ist wirksam, wenn select high-Betrieb herrscht, d.h., wenn ein Rad durchdrehen will ( <- -Split) . Drohen beide Räder durchzudrehen (select-low) , so wird das Bremsmoment an beiden Rädern begrenzt. Hierzu werden die Brems¬ momente der Blöcke 10a und 10b in einem Block 18 addiert und die Summe in einem Vergleicher mit dem maximal möglichen Bremsmoment fΛ „ verglichen. Will die Summe dieses maximale Moment über- ' l Brmax - schreiten, dann wird über die Leitung 20 weiterer Druckaufbau an beiden Rädern verhindert. Auch hier wird wie für select high gezeigt, über einem zweiten Ausgang des Vergleichers 19 Druck abgebaut, wenn M„ - K„ unterschritten wird. Dies ist in - Brmax 3The regulation described so far is effective when there is select high operation, ie when a wheel wants to spin (<- split). If both wheels threaten to spin (select-low), the braking torque on both wheels is limited. For this purpose, the braking moments of blocks 10a and 10b are added in a block 18 and the sum is compared in a comparator with the maximum possible braking torque fΛ ". Will exceed this maximum torque, the sum of 'l BRmax - proceed, then further pressure build-up is prevented at both wheels on the line twentieth Here too, as shown for select high, pressure is released via a second output of the comparator 19 when the value falls below M "- K". This is in - Brmax 3
Figur 1 der Einfachheit halber nicht gezeigt.Figure 1 not shown for the sake of simplicity.
Alternativ oder zusätzlich kann man, wenn an einer der Bremsen das maximal zulässige Bremsmoment erreicht wird, oder wenn die Brems¬ momentsumme dieses Moment erreicht, das Motormoment erhöhen. Dies ist durch ein Stellglied 21 mit vorgeschaltetem Oder-Gatter 22 ange¬ deutet. Man kann z.B. bei select-high nur das Motormoment anheben und bei select low das Bremsmoment begrenzen.Alternatively or additionally, if the maximum permissible braking torque is reached on one of the brakes or if the total braking torque reaches this torque, the engine torque can be increased. This is indicated by an actuator 21 with an upstream OR gate 22. You can e.g. with select-high only increase the engine torque and with select low limit the braking torque.
In den Gliedern 12a und 12b kann ein Zeitglied enthalten sein, das das zulässige M„ nach einer Zeit absenkt, um die Bremse zu Brmax schonen. Es ist auch möglich bei der Berechnung von M einenLinks 12a and 12b may contain a timer which lowers the permissible M "after a period of time in order to protect the brake against Brmax. It is also possible to calculate M one
Brmax gewichtenden Faktor eingehen zu lassen, der sich aus dem Verhältnis der beiden Regelabweichungen BRA (links/rechts) wie folgt berechnet:Brmax weighting factor, which derives from the ratio of the two control deviations BRA (left / right) calculated as follows:
BRAx F _ BRAx > BRAy BRAx F _ BRAx > BRAy
BRAx + BRAyBRAx + BRAy
Günstigerweise wird ab einer Geschwindigkeit von z.B. 35 km/h und/oder von z.B. 15 km/h und Kurvenfahrt nur noch select low-Rege- lung zugelassen.From a speed of e.g. 35 km / h and / or from e.g. 15 km / h and cornering only select low control permitted.
Günstigerweise wird das Motormoment nur angehoben, wenn an einem Rad auf Druck p = 0 bar begrenzt. The engine torque is advantageously only increased if the pressure on a wheel is limited to p = 0 bar.

Claims

Ansprüche Expectations
1. Antriebsschlupfregelsystem (ASR), bei dem bei Auftreten von Antriebsschlupf Bremsdruck an den angetriebenen Rädern eingesteuert wird, dadurch gekennzeichnet, daß das Antriebsmoment M und das Bremsmoment M an den angetriebenen Rädern ermittelt wird und daß die durch das ASR aufgebrachten Bremsmomente durch einen maximal zulässigen Bremsmomentenverlauf M„ begrenzt sind, der unter-1. traction control system (ASR), in which the occurrence of traction brake pressure is controlled on the driven wheels, characterized in that the drive torque M and the braking torque M is determined on the driven wheels and that the braking torque applied by the ASR by a maximum permissible Braking torque curve M "are limited, the lower
~ Br max - halb des Motornullmoments 0 ist und mit steigendem Antriebsmoment anwächst und/oder daß mit Überschreiten eines vorgegebenen von dem Antriebsmoment abhängigen Bremsmomentenverlaufs das Antriebsmoment erhöht wird. ~ Br max - half of the motor zero torque is 0 and increases with increasing drive torque and / or that the drive torque is increased when a predetermined braking torque curve dependent on the drive torque is exceeded.
2. Antriebsschlupfregelsystem nach Anspruch 1, dadurch gekenn¬ zeichnet, daß bei einem über dem maximalen Bremsmoment liegenden Bremsmoment Druck an den Radbremsen abgebaut wird bis ein Wert2. traction control system according to claim 1, characterized gekenn¬ characterized in that at a braking torque above the maximum braking torque pressure on the wheel brakes is reduced to a value
M„ - K erreicht ist, wobei K„ ein konstanter Wert ist. Br max 3 3M "- K is reached, where K" is a constant value. Br max 3 3
3. Antriebsschlupfregelsystem nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß die Summe der Bremsmomente gebildet wird und daß bei Überschreiten von M„ durch diese Summe eine Begrenzung der3. traction control system according to claim 1 or 2, characterized in that the sum of the braking torques is formed and that when M "is exceeded by this sum a limitation of
Brmax -Brmax -
Bremsmomente an beiden Rädern erfolgt und/oder das Motormoment angehoben wird. Braking torques occur on both wheels and / or the engine torque is increased.
4. Antriebsschlupfregelsystem nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, daß bei Erreichen des maximalen Bremsmoments durch das Bremsmoment eines Rads das Motormoment angehoben wird und bei Erreichen des maximalen Bremsmoments durch die Summe das Brems¬ moment begrenzt wird.4. traction control system according to one of claims 1 to 3, characterized in that when the maximum braking torque is reached by the braking torque of a wheel, the engine torque is increased and when the maximum braking torque is limited by the sum of the braking torque.
5. Antriebsschlupfregelsystem nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, daß das maximale Bremsmoment zeitabhängig verkleinert wird.5. traction control system according to one of claims 1 to 4, characterized in that the maximum braking torque is reduced as a function of time.
6. Antriebsschlupfregelsystem nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, daß die Begrenzung und/oder die Anhebung nur im Anfahrbereich (z. B. bis 35 km/h) wirksam ist.6. traction control system according to one of claims 1 to 5, characterized in that the limitation and / or the increase is effective only in the approach area (z. B. to 35 km / h).
7. Antriebsschlupfregelsystem nach einem der Ansprüche 1 bis 6, dadurch gekennzeichnet, daß bei der Berechnung von M„ ein7. traction control system according to one of claims 1 to 6, characterized in that in the calculation of M "a
BrmaxBrmax
Faktor berücksichtigt wird, der vom Verhältnis der Regelabweichungen bei den Antriebsrädern abhängig ist.Factor is taken into account, which is dependent on the ratio of the control deviations in the drive wheels.
8. Antriebsschlupfregelsystem nach Anspruch 4, dadurch gekenn¬ zeichnet, daß das Motormoment nur angehoben wird, wenn an einem Rad kein Druck eingesteuert ist.8. traction control system according to claim 4, characterized gekenn¬ characterized in that the engine torque is raised only when no pressure is applied to a wheel.
9. Antriebsschlupfregelsystem nach Anspruch 1, dadurch gekenn¬ zeichnet, daß das maximal zulässige Bremsmoment nach Maßgabe der Gleichung9. traction control system according to claim 1, characterized gekenn¬ characterized in that the maximum permissible braking torque according to the equation
MA ■ M A ■
M„ = - KM "= - K
Brmax 1Brmax 1
K2 K 2
ermittelt wird, wobei K und K konstant sind. is determined, where K and K are constant.
10. Antriebsschlupfregelsystem nach Anspruch 9, dadurch gekenn¬ zeichnet, daß die Konstante K und/oder die Konstante K zusätz¬ lich mit der Fahrbahnsteigung variiert und diese über Neigungssen¬ sor/Beschleunigungssensor bzw. über Motorwiderstandsmomente ermit¬ telt wird. 10. traction control system according to claim 9, characterized gekenn¬ characterized in that the constant K and / or the constant K additionally varies with the road gradient and this is determined via tilt sensor / acceleration sensor or engine resistance moments.
PCT/DE1993/000965 1992-10-24 1993-10-12 Drive-slip control system WO1994010013A1 (en)

Priority Applications (4)

Application Number Priority Date Filing Date Title
EP93921815A EP0617678B1 (en) 1992-10-24 1993-10-12 Traction Control Method
JP51053394A JP3416133B2 (en) 1992-10-24 1993-10-12 Drive slip control device
US08/256,188 US5573315A (en) 1992-10-24 1993-10-12 System for preventing slip of driven wheels
DE59301337T DE59301337D1 (en) 1992-10-24 1993-10-12 Traction control method

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4236004A DE4236004A1 (en) 1992-10-24 1992-10-24 Traction control system
DEP4236004.8 1992-10-24

Publications (1)

Publication Number Publication Date
WO1994010013A1 true WO1994010013A1 (en) 1994-05-11

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ID=6471303

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Application Number Title Priority Date Filing Date
PCT/DE1993/000965 WO1994010013A1 (en) 1992-10-24 1993-10-12 Drive-slip control system

Country Status (5)

Country Link
US (1) US5573315A (en)
EP (1) EP0617678B1 (en)
JP (1) JP3416133B2 (en)
DE (2) DE4236004A1 (en)
WO (1) WO1994010013A1 (en)

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GB0115032D0 (en) * 2001-06-20 2001-08-08 Land Rover Uk Ltd A traction control system
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DE3635095A1 (en) * 1985-10-24 1987-04-30 Volkswagen Ag Method and device for the drive control of a motor vehicle so as to prevent undesirable spinning of the driven vehicle wheels
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DE3818511A1 (en) * 1987-06-01 1988-12-15 Nippon Denso Co CONTROL SYSTEM FOR PREVENTING EXCESSIVE SLIP WHEN STARTING AND ACCELERATING MOTOR VEHICLES
US4946015A (en) * 1989-05-11 1990-08-07 General Motors Corporation Vehicle traction control system

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JPH07502713A (en) 1995-03-23
US5573315A (en) 1996-11-12
DE4236004A1 (en) 1994-04-28
DE59301337D1 (en) 1996-02-15
JP3416133B2 (en) 2003-06-16
EP0617678A1 (en) 1994-10-05
EP0617678B1 (en) 1996-01-03

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